Dirigible device



Janjlz L 1926. A

- J. H. HAMMOND, JR

DIRIGIBLE DEVICE Filed June 1l '7 Sheets-Sheet 1 lmsssfs r.L HI; HAMMOND, JR

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DI'RIGILE DEVICE Filed June 11,1915 7 Sheets-Sheet I5 IN1/EN TUR TTU/'THEY y WITNESSES Wag,

Jan. 12 1926.

J. H. HAMMOND, JR

DIRIGTIBLE DEVICE Filed June 11,1915 7 Sheets-Sheet 4 Qmum.

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DIRIGIBL'E DEVICE Filed June 7 Sheets-Sheet 5 Mmfssfs www/ ATTORNEY Jan. l2 1926.

. J. H. HAMMGND, JR

DIRIGIBLE DEVI CE Fileduune 11,1915I 7 sheets-sheet e all' ' AHORA/fr Jan. 12 1926- I J. H. HAMMOND, JR

Filed June 11,191.5 Sheets--Sheet 0 'Arm/mer To all whom it meg/c oucqm:

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UNI-TED STATES I nomi mrs aannam), .maor

GLOUCESTER, MASSACHUSETTS.

DIBIGIBLE DEVICE.

' i 1 Application llled June 1l, 1915. Serial Fo. 88,450.

Be it known that I, Joris- HAYs .HAM- MoNn, Jr., a citizen ofthe United States, and a resident of Gloucester, State of Massa. chusetts, have invented. certain new and useful Improvements inv Dirigible Devices, of

'which the following is a specification. V

i Primarily one of the objects of this invenwhen in operation may bel automatically the agency of wireless orl radiant energy. It is to be understood, however, thatthe in,-`

. vention is notlimited in its application to articular class of diri ible devices as this invention may be applied not onlyto 2o..air craft but also to water craft and even tovehicles designed for'use upon the sur-A face of the ground. f

,l In the accompanying drawings, which show but one of the many possible embodiments of this invention Figs. 1 and 2 are diagrammatic fragmen-.

tary views, (Fig. 1 being artially in iso- .metric), which taken toget er',`disclose an y this invention; 30 v aeroplane constructed in accordance with Fig. 3 is an enlarged side elevation partly E. in vertical section of a portionfof the same looking inthe direction-of the arrqw 3.- 3. .onFig.l1;`

portion of the same'looking ofthe arrow 4-4 on Fig.'1.` v y if, Fig. 5v isa fragmentar 'side elevation of .a pneumatic" device ein f shown in Fig. 5';

Fig. 4 is anvenlargedendfelevatonlof a in. the direction Fig, 7' is 'a' sideelevation of a detail ofA fthe device shown in Figs. f5' and 6;

V Fig.4 B is ,1 Ienlarged longitudinal section of a recipro atoy valve embodying a part of this invention;

i Ation of a pieuinatic clutch l and means co-` I, p' bodying a partpf this invention, the valve?,

Fig. 9'is .ani-enlarged vertical central operatingtherewith, embodying a part -off this invention; l -V "-Figs. 10, 11 and 12 are enlarged longitu- .dinal sectional views of a rotary valve jenfilQ being shown in three successive4 operative positions inthe three views respectivelyg` substantiall 1 'or body of4 the aeroplane an /beenergiz'ed by' any suitable means ("not lines 1-3-f-,13 to 21j-21 of Fig. 10'" respeo,

tively. i 4

Referring to the drawings, one .embodiment of this invention comprises an aeroplane, more specifically. biplane includin as usual two main substantially paralle planes and 31 fixed to the bod or frame 32 of the aeroplanel and exten ing transversely thereof, and any suitable propelling apparatus (not shown) for-driving the aeroplane through the air. n

For steering the aeroplane laterall tating the aeroplane about a normally substantially vertical axis, a vertical rudder 35 is-pivotally mounted upon a vertical post" .36 depending downwardly from and rigid 32 of the with the rearend ofthe body laeroplane', therudder l35 being arranged to oscillateabout an "axis 37--37 fixed .With .respect to the aeroplane and normally extending substantially vertically.

Forsteering the aeroplaneA vertically or rotatin the aeroplane vabout a transverse 'so 2 normal y substantially horizontal axis a horizontal rudder 38 is pivotally mounted upon the 'rear end of the body 32 of the aeroplane to oscillate with respect thereto about an axis 39-139 fixed with respect thereto and'extending transversely thereof and normally substantially horizontally.

For tilting', or rotating, or for balancing the aeroplane about the longitudinal axis of the aeroplane, any well known or suitableV vmeans may be provided, but in the -form shown two ailerons or auxiliary planes'40,

V4.1, are pivotally secured to the, opposite ends of the main planes' 30,"31 and are arranged to oscillate simultaneously ino posite directions. with respect thereto av out `alined axes 4242 and `4344-43 extending fixed with respect thereto.

g i 1,568,9134 A ATENr oFFicE.

y parallel to the main planes .an i

mined course automatically, ineansinclud ing a gyroscopicjor other suitable stabilizer or controller 50 is mounted u 'on the frame/1 arranged to,

shown) and to. automatically' controlv the railerons 40,41 and 'the horizonairudaep 'iid p frame or l body of the aeroplanegand` ar= 'Figs, 1 a gg gi are transverse sections-ba* ranged bebe energized*pbyenygiguitalgle .66, the inner onel of which, 65, is mounted to oscillate upon horizontal diametrically opposed ivots 67 and 68 extending transversely ci) the aeroplane and carried by the outer ring 66, and the outer ring 66 is are mounted in bearings 71 and 72 resecith operate separately with the two segmental mounted upon two diametricall opposed pivots 69 and 70 rigid therewit 4 and/ex-l tending longitudinally of the aeroplane and at right angles to the transversej'pivots 67 and 68. The longitudinal pivots-69 and 70 tively, to swing about an axis fixed? respect to the aeroplane vand extendingvlongitudinal thereof. Depending downwardly and centrall from the inner ring 65 .and rigid therewith is an arm`75l which is maintained in a vertical position in a well known manner b the action of the gyroscopes 60, 61, 62 an 63. Mounted upon the lower end of the arm 75 to rotate with respect thereto about a vertical axis fixed withrespect to the arm is a roller 80 which engages loosely' and rotatably in a substantially semicircul lar groove 81 `providedl therefor in a subthereto. The axis of oscillation of the rocker stantially semi-circular rocker 82 to the ends of which-are rigidly secured two opposed alined pivots 83 and 84 which are rotatably supported in spaced bearings 85 and 86 fixed upon the body of the aeroplane, whereby the rocker 82 is mounted to swing about an axis coincident with the axes ofthe pivots 83 and 84 and extending transversely of lthe body of the aeroplane and fixed with respect 82 is also always in a vertical planeI which includes the axes of the transverse pivots 67 and 68.

For automatically controlling the horizontal rudder electrically as a result of the action of the gyroscopic stabilizer 50, a seg- I. mental contact support 90 is rigidly secured to the transverse ivot 83 and is rovided with two insulatedpalined scgmenta electric contacts 91 and 92 rigidly secured thereto and the adjacent ends of which are slightly` separated by a rectangular piece of intermediate insulation 93 which is always maintained by the hereinbefore described gyroscopic means in a osition above the transverse pivot' 83 an in a vertical plane including the axis of the transverse pivot 83., (3o-operating separately with the segmental contacts 91 and 92 is a transverse reference contact 94 which is rigid with and insulated from a radial arm 95 projecting upwardly from and rigid with a transverse pivot 96 which is mounted ina support 97 ri id with the body of the aeroplane to be a justable about an axis coincident with the longitudinal axis of the transverse pivot 83 supporting the rocker 82 for a purpose that will be set forth hereinafter. The reference Contact 94 is arranged to slidably engage either of the segmental contacts 91 or 92 or .to rest out of contact with either upon Y the intermediate insulation 93.

For automatically controlling the ailerons 40 and 41 electrically as a result of the action of the gyroscopic stabilizer, the lo itudinal pivot 69 o f the stabilizer has fixe ly secured thereon a segmental Contact su port 98 provided with two insulated aline segmental electric contacts 99 and 100 rigidly secured thereto and slightly spaced from I each other by a rectangular piece of intermediate insulation 101. Arranged to coranged to slidably engage either of the segmental contacts 99, 100 or to rest out of contact with either upon the intermediate insualtion 10-1. l l

For supplying power to oscillate the horizontal rudder 38 and the ailerons 40 41, there are -two parallel spindles 110 and 111 which extend longitudinally of the aeroplane and which are arranged to be rotated either in one direction or in the opposite direction and either. separately or together about axes fixed with respect tothe aeroplane. Rigidly secured to these two spindles respectively are two pulleys 112 and 113. Around the pulley 112 isweund a over suitable idlers 115 and 116 and the ends of which are secured respectively to the ends of a rod 117 perpendicular to and ri id with the.'horizontal rudder whereby w en the pulley 112 is rotated either in one direction or the other, vthe horizontal rudder38 will be oscillated accordingly. The other pulley 113 isA similarly connected by a iexible wire or rope 120 extending over idlers 121 and by branch wires or ropes 122 extending over idlers 123, 123 and 124, 124 with the ends of two rods 125 and 126 perpendicular 'to and'rigid with the two ailerons 40, 41 respectively in such a manner that when the pulley 113 is rotated either in one direction or in the other the ailerons will be simultaneously oscillated accordingly in o posite directions so that when the free end ciJ either -ilexible wire or rope 114 which is carried i aileron rotates upwardly, the free end of the Y other aileron will rotate downwardly.

l. longitudinally of the aeroplane and arranged to be rotated by the propeller 130 abgiit an axis fixed With respect to the aeropll'ne as ythe'aeroplane moves through the airs" Motiongis transmitted from the pro-v l pelipr shafti131 to the spindles 110 and 111- direction.

through a pinion 132 rigidly secured to thel propellor-shaft and engaging two driving I gears 133and 134, coaxial respectively with the spindles and 111;. The driving gears 133 and 134 are loperatively connected in a lwell known manner through internal gears (not shown). with two reversing gears 135l and 136, the driving gears 133 and 134fbeing thus arranged to rotate continually in one direction andthe-reversing gears v135 and 136 to rotate continually in an opposite Motion is transmitted from either of the driving gears 133, 134 or fromv either of the reversing gears 135, 136 to the spindles 110 orv 111 respectively by means of four magnetic clutches including' four solenoids 140, 141, 142 and 143, four clutch members 144, 145, 146 and 147 rigidly con# nected to the "four'gears 133, 135, 134 and 136 respectively and four...clutch members 148, 149, 150 and 151 independently mov# l`able-intoand out of'clutching relation respectively asa result of the energization andA deenergizati'or-i of the corresponding solenoids 140, 141,142 and 143.

For ener izing the solenoids 140,141, 142 and 143 either automatically,`o'r selectively, as Will appear hereinafteigito control the horizontal rudder 38 and thev ailerons-'40, 41, the outer ends ofone pair of solenoids 140,4 141 are connected by wires 155 and 156 with the corresponding segmental contacts 91 and 92 and their'inner'ends are con--` nected by wires 157-and 158 througha battery -159 with the corresponding transverse reference contact-94; and the outer ends of the other .pair of solenoids 142. 143 are connected'bywires 160, 161 with the corresponding segmental contacts 99, 100 and their inner ends are connected by wires,l162,

" 163 'through a battery 164 with the corre' spending longitudinal reference contact 102.

vFor automatically oscillating the vertical rudder to control the lateral movement o'fthe aeroplane, the azimuth gyroscope 55 or other suitable azimuth maintaining means is-provided'with an a'rm 175 which is at all times 'electrically insulated from the gyroscope but "which is arranged to be operatively connectedl to the gyroscope or dis-'l connected therefrom selectively through the action of a pneumatic clutch asjwill appear hereinafter. During the automatic control of the vertical rudder during any given pe-I 'riod bythe gyroscope, the arm 175 is cperatively connected to the gyroscope through the' action of the pneumatic clutch and is maintained by the gyroscope sub1 stantially in a vertical plane intersectingthe horizon at a given point throughout the 4 tical axis with respect to the aeroplane.

Opposedjlight spiral springs'178, 179 tend to 'hold' the free end of the arm 175 lsubstantially midway between the contacts 176, 177 when the arm is not under the control of the'gyroscope, but these springs yield to permit of thecontrol 'of the arm by the` 'i gyroscope. The arm" cooperates lwith the contacts 176 and .177 to control the ver#i `tical rudder automatically as vwill appear hereinafter. -Y

To permit ofthe-'selective control of the aeroplane by an operator located. at a'dis-` tance, the aeroplane is provided with pneumatic means o'r devices controlled by means responsive to. radiant 'energy for selectively controlling the horizontal rudder -38 and the ailerons 40, 41 bysuitably 'varying the positions of the reference contacts 94 and 102 of the gyroscopic stabilizer 50, and for disconnecting the azimuth gyrosco )e from its arm 175 and selectively control ing Vthe .verticalrudder 35, as will appear hereinafter.

The pneumatic means for selectively con-A trolling the aeroplane includes a source of supply 199 of compressed air or' other motive fluid and a rotaryy ,valve 200 arranged ina fixed valve casing 201l and con-A nected to the source of vair supply 199;"by l l a pipe202 and -branch pipe 203, as willappear hereinafter. .For giving a stepl byv step rotary movement to the valve 200,

which" in the construction shown isa move`r` i ment of60 degrees at -each step, and in gane.,

direction only, the val'veis-provided `at-one I end with afstem 205 projectingfoutwardly 'n through the .casing 201, anda segmental gear-206-is loosely mounted upon thev stem and carries pivoted thereto `aratchetv 207 which engages a lratchet wheel 208 "fixed upon the'stem 205-. An oscillatory movement isv l'given -to` the segmental gear. 206 by means of .a recip'rocatory `rack 209 en y gaging the'gearyand forming 'an extension oi a pistonv rod. 210 whichli'eciprocates 1n a cylinder '21,1 and which isprovided with- 1in the cylinder "with a piston 212 normally held in its innermost position by la spring 213. The .cylinder 211V is connected to the source of air supply`199 by a pipe 220 which communicates with the .cylinder through no suitable inlet ports 214, 215 and passage sus,A

` ing any suitable open osci exhaust ports is controlled by a reciprocatory piston valve 225 provided with four annular recesses 225. This valve 225 is connected to and controlled by a core 226.

of a solenoid 227. The rack 209 is normally maintained in its innermost position with respect to the cylinder 211 by the spiral spring within the cylinder, and the solenoid 227 is normally deenergized and the piston valve 225 is normall held in its innermost position by a suita le spring normally maintaining the inlet into the cylinder from the pipe 220 closed and the exhaust ports 217 and 218 open. f

For energizing and deenergizing the solenoid 227 to control the aeroplane at the will of an operator at a distance, means res onsive to radiant energy in the form of e ectromagnetic waves are provided includlatory receiving circuit 235 associated with a suitable closed oscillatory circuit including-an inductance 236, condensers 237, 238, a detector 239 and a relay including an electromagnet240 hav- 'ing a pivoted armature 241 arranged toengage a fixed control 242 normally held out of engagement therewith by a spring 243. One end of the solenoid 227 is connected to the armature 241 by a wire 244 extending through a battery 245, and the other en of the solenoid 227 is connected to the fixed contact 242 by a wire 246. The construction is such that when an impulse of radiant energy is received by the circuit 235, the magnet 240 is energized and closes the circuit through the battery 245 thus ener'- gizing the solenoid 227 and drawing its core 226 inwardly to open the inlet into the cylinder to force the rack 209 outward- '5 ly to rotate the valve 200 through one step, in this case through 60 degrees. When the radiant impulse ceases the armature 241, core 226 and rack 209 are returned to their normal positions under the action of their respective springs' leaving the rotary valve in the position into which it has been rotated, l

`For distributing compressed airl from the source of supply 199 to various devices for selectively controlling an aeroplane .as willV appear hereinafter, the rotary valve-200 is provided asshown inFigs. 10 to 21 ywithl a plurality of recesses'and passages, including tive circumferential or annular recesses 250, 251, 252, 253 and 254 which for. clearness may' be named the outermost or first 250, second 251, third 252, fourth 253 and fifth 254 respectively VThese five annular recesses are arrange to communicate at all op ose passages 281, 282, 283 and times respectively with five transverse passages 255, 256, 257, 258 and 259 provided therefor through the' valve casing 201.

The rotary`valve 200 is also provided with two pairs of diametrically opposed longitudinal recesses 265, 266 267, 268 leading inwardly form the outermost 250, and with a pair of diametrically op posed longitudina recesses 269, 270 leading outwardly from the second annular recess 251, these longitudinal passages being slightly longer 1n each case than half the distance between the first and second annular recesses 250, 251 and thus adapted to register or communicate in turn with a transverse passage 271 provided therefor through the valve casing midway between the iirst and second annular recesses. f

The rotary valve 2,00 is further more provided with one longitudinal recess 272 extending' inwardly from the second annular recess 251 sli htly more than one third of Also, two pairs of diametrically opposed longitudinal '.grecesses 277, 278, 279, 280 are spaced in the valve between the second and third annular recesses 251 and 252, the outer ends of these longitudinal recesses being arran ed to register or communicate successive y with the four transverse passages 273, 274, 275, 276 and the lower ends of these kfour lon 'tudinal recesses 277 to 280 being arrange cessivel with two pairs of diametrically 284 provi ed therefor through the casing. Extendpassage 285, one end of which opens through v the surface of the valve at a point midway, between the longitudinal recess 278 and 279 annular recessY to register or communicate suc-I 253 and with "ing beneath the surface of the valve is a v lli five spaced longitudinal recesses 287, 288,

289, 290, 291 extending outwardly lfrom the fifth annular recess 254,- all of` these longitudinal. recesses being arranged to `communicate in turn with two diametrically opposed transverse tending through t e casing 201 of the valve 200 at points midway between the fourth and fth annular passages 253 and 254.

passages 292 and 293 ex- For selectively controlling the horizontal `rudder by.changing the, position of the transverse vreference contact 94, there is mounted upon the aeroplane a pneumatic device (see Figs. 1, 5, 6 and 7) including a shaft 300 which is arranged to rotate about an axis fixed with respect to the aeroplane in bearings 301, 302- Rigidly secured to the shaft 300 are two spaced ratchetwheels 303 and 304, the teeth of one ratchet wheel A oppositely extending pawls 306 and 307 arranged to engage thetwo ratchet wheels 303 and 304 respectively. Engaging the inner ends of the two pawls respectively are two springs 308, 309 which are fixed upon vthe opposite sides of the gear wheel 305 and ywhich tend to press the inner ends of the pawls into engagement with their ratchet wheels. Two diametrically opposedfixed segmental cams or guides 310 and 311 are arranged upon opposite sides of the gear 305 and normally engage the outer ends of both pawls to hold the pawls out of engagement with the ratchet wheels, but these cams are arran ed to permit either one of the pawls to e moved automatically in to engagement with its ratchet wheel while the other pawl is held out of` engagement with its ratchet wheel, upona suitable rotation of the gear wheel 305 through a small arc. For rotating the gear 305 through a small arc in either direction, the gearl is provided along only a part of its circumference with teeth 315 and these are engaged by a rack` v316 which is rigid with a piston rod 317 which extends through a fixed ower cylinder 318 in whicha suitable p1ston'319 1s 'fixed upon the rod.

For centralizing the piston. rod 319 of the i y' pneumatic device for' selectively controlling 'the horizontal rudder, the piston rod 317 also extend through a spring cylinder 320 in which it is surrounded by a 'spiral sprmg 321 which `is compressed between two discs v322, 323, arranged in the spring cylinder and loosely surrounding the piston rod 317 and pressed Aagainst the inner surfaces of the end walls of the spring cylinder. Normally engaging the outer surfaces of the two discs are two collars 324, 325 fixed upon the piston t rod- 317 and arranged to reciprocate therewith freely through apertures 326 and 327 provided therefor in the opposite ends of the spring cylinder.

' For reciprocating the piston. 319 to 'coni' trol the horizontal rudder the opposite ends of the cylinder 318 are connected by pipes t 330 and 331 to the ktransverse passages 274 and 276 of the casing of the rotary valve 200 so that when the valve 200 is ina given position or inan opposite position the pisto'n 319 will be` moved either in one direction or in the opposite direction as will appear hereinafter.

Upon the shaft 300 is rigidly secured a pulley 335 around which is wound an endless rope or wire 336 which also extends over suit-l able idlers 337, 338, 339 and 340, and around a pulley 341 fixed uponthe pivot 96 carrying the transverse'reference contact 94, so that when the piston 319 is moved in either direction the transverse reference contact 94 of the gyroscopic stabilizer 50 will be shifted accordingly to energize the corresponding solenoid 140 or 141 and to swing the horizontal rudder 38 accordingly.

For yieldingly holding the shaft 300 in any position of rotative adjustment, to selectively control the horizontal rudder, a. disk 342 is rigidly mounted upon the shaft 300 and is provided with a lurality of spaced peripheral V shaped notc ies 343,344, 345, 346 adapted to receive a V sha ed catch 347 which is fixed upon one end o a spring 348, the other end of which is secured to 'a fixed support 349, the catch 347 being normally pressed against the disk 342 by the spring 348 and being arranged to hold the shaft `300 and consequently the transverse reference contact 94 in any position of adjustment during the automatic operation of the aeroplane, but to yieldingly permit the adjustment of the transverse reference contact 94 through the action of the piston 319 under suitable pneumatic pressure during the selective control of the horizontal rudder of the aeroplane by an operator from a distant station.

For selectively controlling the ailerons' 40, 41 by changing the position of the longitudinal reference contact 102, a power cylinder 350 is fixed upon the aeroplane and'is provided with a reciprocatory piston 351 fixed upon a piston rod 352 extending slidably through the power cylinder and also through a centering device including a fixed spring cylinder 353, provided to center the piston 351 in its cylinder 350, this centerlng device being similar in construction to tnat hereinbefore described including the spring cylinder 320 for controlling the horizontal rudder. The outer end of the piston rod 352 is connected to an endless rope or Wire 355 which passes around idlers 356, 357, 358 and 359 and around a pulley360l rigidly secured to the pivot 104 upon which i xos the vertical rudder 35 as will appear hereinat'ter.v By this construction compressed air may be admitted from thesource of suppl 199 selectively to eitherend of the cylin er 35.0 and exhausted from the other end to move the piston 351 to shift the longitudinal reference contact 102 accordingly to energize the corresponding solenoid 142 or 143 and to swing the ailerons 40, 41 accordingly.

For selectively controlling the vertical rudder 35 a power cylinder 375 is provided, one end of which is connected by a pipe 376 to the passage 273 in the casing 201 of the rotaryivalve 200 and the other end of which is connected by a pipe 377 to the passage 275 in the casingr 201. The cylinder is provided with a piston 378 secured tothe inner end of a piston rod 379 the outer end of whichy carries a pin 380 which engages slidably in a slot 381 provided in one end of a lever 382 which is arranged to oscillate about a fixed pivot 383. For centering the piston 378 in the cylinder spring centering means is provided substantially the same 1n construction and operation as that hereinbefore described and including a fixed cylinder 384 a reciprocatory rod 385 extending through the cylinder, a spiral spring 386 and two discs 387, 388 loosely surrounding the rod and two collars 389', 390 fixed upon the rod and arranged to reciprocate through `the opposite ends of the cylinder 384 respectively. The outer' end of the rod 385 carries a pin 391 which engages slidably in a slot 392 in the lever 382. Rigidly secured to and projecting transversely from the lever 382 is a bar 395 the outer end of which is secured by rope or wire 396 which extends over idlers 397, and the ends of which are connected to the ends of a rod 397v perpendicular to and rigid with the vertical rudder 35. Needle valves 398 and 399 are placed in the pipes 376 and 377 and are adjustable to retard or to relatively facilitate the flow of air through thev pipes to time the selective movement of the vertical ment of the ailerons 40, 41. 5o

vce

rudder 35 with respect to the selective move- By this construction when the piston is moved in either direction the vertical rudder 35 will be oscillated accordingly.

For selectively connecting and disconnecting the arm 175 to the azimuth gyroscope 55, to permit ofthe control of the vertical rudder` 35 either automatically or selectively as may be desired, the arm 175 is fixed upon the upper end of a stem 400 which extends vertically downwardly from the arm and which is arranged to rotate snugly in and with respect to a sleeve 401, to which the spaced contacts 176 and 177 and the outer ends ofv and is maintained thereby in a vertical osition and is'held thereby against rotation in space about av vertical axis. The lower end of the stem is rigid with the upper end of a hollow cylinder 402 in which is a piston 403 which is rigid with the upper end of a piston rod 404 which projects downwardly through the lower end of the cylinder and through the upper end of a hollow head 405 which is rigid with the upper end of a rod or stem 406 which is a part of the g roscope and which is always maintainedy thereby in a vertical position and is always held thereby against rotation in space with respect to its vertical axis. Rigid with the piston rod 404 and Within the head 405 is a clutching disk 407 and lwithin the c linder 402 and surrounding the piston ro 404 is a spiral spring which normally forces the piston upwardly and causes thedisk 407 to clamp the cylinder 402 and head 405 l rigidly together. An axial passage 408 leads upwardly from lthe cylinder through the stem 400 and com-- -to release the arm 175 from the control of the gyroscope 55 or may be exhausted from the cylinder 402 to permit the arm 175 to be controlled by the gyroscope 55.

For automatically controlling the vertical rudder 35 of the aeroplane as a result of the co-operative action between the arm 175 of the azimuth gyroscope 55 and the spaced contacts 176 and 177, an electro-magnetic valve, is." interposed between the source of air supply 199 and the rotary valve 200. The electromagnetic valve includes a cylindrical casing'424 in which is arranged to Areciprocate a piston valve 425 which is provided with three annular recesses426, 427, 428, the central one of which 426 normally communicates with the source of air supply through an inlet port 429 and pipe 430. The outer-annular recesses 427, 428, normally communicate respectively with exhaust ports 430, 431 and through two outlet ports 432, 433, and pipes 434 and 435 with the passages 282, 281 through the casing of the rotary valve 200. The piston valve is normally yieldingly centered in its casing by two opposed spiral springs 434', 435.

For reciprocating the piston valve 425 to control the vertical rudder 35, the valve is provided with oppositely extending valve stems 436 and '437 which form the cores of two fixed solenoids 438, 439 respectively. The outer ends of these solenoids are connected by electric conductors 440, 441 with the two fixed contacts 176 and .177, respec-v tively,vand the inner end of these two sole- -noids areuconnected by conductors 442 and 443 to a 'commonreturn conductor 444 which is arranged v as will appear herein-v after. to be normally connected through suitable helm limiting means and a battery-448 .-'to the arm175 of the azimuthg'yroscope 55.

In controllingf'the vertiCalTudder 35 of the aeroplane automatically, if'the azimuth gyroscope 55 .were permitted to function freely, ythe vertical rudder-would be oscillated through a wide angle approximately through an angle of 45' thus steering the aeroplane laterally first in one direction and then in Aan oppositel direction on an appreciably zig zag course. To avoidsuch a zig lzag movement, and to hold the aeroplane in an approximately straight or true course,

the common return conductor 444 is con. nected to a-movable contact 445 fixed upon but insulated from the piston rod 379 which controls the vertical rudder, and the con- I tact 445' is arranged to slidably engage an elongated relatively stationarycontact 446 which is held in a fixed position with respect to'the aeroplane and which is con-` l nected by a conductor447 with one pole I by substitution* or otherwise.

of a battery 448 the other pole of which is connected by al conductor 449 with the arm 175 of the azimuth gyroscope 55. In this construction the angle through which -the vertical rudder may be moved autoi and steering `performed entirely ,automati- 'fourth position, ,reached by rotating the valve through 18()- cally by the gyroscopes, the rotary valve is adjusted into Athe position -shown in Fig.

10 .which may be called the first position, or in a position which may be called the (not shown)l which is degrees from its first position'. Vhen the valve is in either of these positions, the pres- 'sure cylinder 402 of the clutch of the azimu'th gyroscope is permitted toI exhaust through pipe 410 and recesses 265 or 267 and 250 of the rotary valve and exhaust outlet 255 thus permitting the spiral spring to connect the arm 175 rigidly to the stem 406 of the gyroscope 55 to permit thegyroscope 55 to function in the automatic control of the vertical rudder 35. Also when the aeroplane is being. automatically controlled and the rotary valve j'200 is in either its first or-its fourth position', the opposite ends of the cylinder 375 for selectively controlling .the vvertical lrudder 4are normally open to exhaust through the pipes 376, 377, passages of the `vrotary valve 277 an'l 279, pipes 434 land 435 and exhaust ports 430 and 431 of the solenoid valve respectively, thus permitting the spring actuated pistonrod 385 to center the vertical rudder 35, an'l to center the movable contact 445 with respect to .the elongated contact 446.

Also, when the rotary valve is in either its first for its fourth position, the opposite ends of the cylinder 350 .for'selectively controlling the ailerons are normally open to exhaust through the pipes 365 and 367 rccesses 287 and 290 or 290 and 287 of the rotary valve and the exhaust port 259 to permit the spring centering means 353 to .center the longitudinal reference contact 102 of the gyroscopic stabilizer 50 for automatically controlling the ailerons40, 41.

Also, when the rotary valve 200 is in either in its first or fourth position, the opposite ends of the cylinder 318 for selectively controlling the horizontal rudder 38 are normally open to exhaust-through the pipes 330 and 331, longitudinal recesses 278 and 280, ofthe rotary valve 200 and transverse passages or exhaust ports 283 an il 284 respectively to permit the spring centering means contained inthe cylinder 320 to center the piston 319 and the rack 316 which is done without disturbing the position of the transverse reference contact 94 of the gyroscopic stabilizer 50 for automatically controlling the horizontal rudder 38.

In automatically 'controlling the aero-4 plane with respect to a vertical axis, if, on account of cross currents in the air or for any other reason the aeroplane should be slightly rotated in either direction about a vertical axis, or in other words slightly diverted laterally from a -given course, and

to such an extent that the aeroplane rotates with respect `to the arm 175 until the free end of the arm comes into engagement with one or the other of the contacts 176, 177 fixed upon the aeroplane, then the'fcorresponding solenoid 438v or 439 would be energized and draw the solenoid valve 425.

towards it and place the corresponding Aend. l

of the cylinder 375, for controlling the vertical rudder, into communication with the source 199 of air supply through the corresponding pipes 434 or 435, rotary valve casing 201 and corresponding pipes 376 or 377, leaving the other end ofthe cylinder 375 open to exhaust through the correspon ling exhaust port 431 or 430, and the piston would be moved consequently in onel direction or the .other to swing the rudd'er' ac-vv cordingly to restore the aeroplane approximately to the given-course.AV

To avoid an apparent zig zag movement of they aeroplane during this automatic controlof the-vertical rudder 35, the oscillation of the vertical rudder is limited to any suitable angle 'bysuitably proportioning the i such an angle that the movable contact 445 moves out of contact with the elongatezl contact at either end of the latter, the circuit through the solenoids 438,439 is consequently broken, thus permitting the electromagneti'c valve 425 to be moved by the corresponding spring 434 or 435 back to a central position in which both ends of the cylinder 375 are open to exhaust through the corresponding exhaust ports 430, 431 of the electromagnetic valve casing 424, as hereinbeforc described, thus permitting the piston 378 to be returned towards a central position by the spring actuated rod 385 until the movable contact 445 is returned into engagement with the elongated contact 446, whereupon if the arm 175 is still in engagement with one of the spaced contacts 170, 177 the current will be restored through the corresponding solenoid 438 or 439 and the vertical rudder will be again moved accordingly as hereinbefore described to restore the aeroplane approximately to the given course. This breaking and remaking of the current by the movement of the contact 445 out of and into engagement with either end of the elongated contact 446 will be auto.- matically repeated, if necessary, to cause a slight reciprocatory or fluctuating movement of the piston 378 upon the corresponding side of lts central position and a correspondingly slight fluctuating or oscillating movement of the vertical rudder 35 upon the corresponding side of its'central position until the aeroplane has been restored approximately to the given course. But when the vertical rudder is being controlled selectively the azimuth gyroscope is rendered temporarily ineffective and the vertical rudder is permitted to be moved through a comparatively wide angle as will ap ear hereinafter.

n automatically controlling the aeroplane with respect to a transverse horizontal axis to keep the aeroplane moving either in a predetermined horizontal plane or in a predetermined inclined plane either upwardly or downwardly, the transverse reference contact 94 is first correspondingly adjusted by rotatively adjusting the shaft 300 so that the catch 347 willengage in a suitable notch. For instance the notches 343, 344, 345 etc. are so arranged that when the catch is arranged as shown in Fig. 7 in a particular notch 344 the transverse reference Contact 94 will bein a central position so that when the aeroplane is proceeding in a horizontal course, the transverse reference contact 94 will rest upon the intermediate insulation 93 and any deviation of the aeroplane from a horizontal course will cause the corresponding one of the segmental contacts 91 and 92 to en age the transverse reference contact 94 an energize the corresponding solenoid 140 or 141 to oscillate the horizontal rudder accordingly to restore the aeroplane to a horizontal course. In a similar manner the transverse reference contact 94 may be adjusted either in one direction or the other from a central position, so as to co-operate with the segmental contacts 91 and 92 in maintaining the aeroplane automatically either in an upwardly or a -downwardly inclined course.

In the automatic control of the aeroplane with respect to its longitudinal axis, as a result of the co-operation between the longitudinal reference contact 102 and corresponding segmental contacts 99 and '100, the longitudinal axes of the two transverse mair planes'30, 31 are normally maintained in substantially horizontal positions, or in other words the aeroplane is normally ke t from rotating about its longitudinal axis. When the aeroplane tilts slightly from its normal dposition in either direction about its longitu inal axis, the corresponding segmental contact 99 or 100 will be brought into engagement with the longitudinal reference contact, which normally rests upon the insulation 101 between the two segmental contacts, and the corresponding solenoid 142 or 143 will be energized to oscillate the two ailerons 40, 41 simultaneously in opposite directions accordingly to restore the aeroplane to a normal position with respect to its longitudinal axis.

In selectively controlling the aeroplane laterally or with respect to a vertical axis, when it is desired to turn the aeroplane laterally towards the right from a given path, the rotary valve 200 is advanced, in response -to suitable impulses of radiant energy, (shown in Fig. 10) into a position shown in Fig 11 which may be called the second position of the valve which is 60 degrees in advance of its first position, shown in Fi 10. lVhen the valve is in its second position, air is admitted from the source of suply 199 through pipes 202, branch pipe 203 pasage 258 recess 280, passage 292 and pipe 365 to the left hand end (viewing Fig. 2) of the cylinder 350 and the right hand end of the cylinder 350 is open to exhaust through the pipe 367 passage 293 recess 289 and exhaust passage or port 259. The piston rod 352 is thus forced to the right and by means of wire 355 rotates the longitudinal reference contact 102 into engagement with the segmental contact 100 and consequently energizes the solenoid 143 which swings the free end of the aileron 40 upon the right side of the aeroplane upwardly and correspondingly depresses the free end of the aileron 41 upon the left side of the aeroplane, consequently rotating or tilting the aeroplane about its longitudinal axis by lowering the right side of the aeroplane and raising its left side thus suitably banking the aeroplane to facilitate a ilu lateral turning of the aeroplane to the ri ht about a vertical axis.

At the same time t at the aeroplane is being banked as just described, for turning laterally towards the The piston 319 is thus moved towards the left moving the ratchet mechanism or shaft 300 and the wire 336 accordingly and shift right, compressed air is admitted from the e source 199 throu h the pipe 202 passage 256 recess 272 pipe 3 6 to the right hand end of the cylinder 375, and the left hand end of the cylinder 375 isopen to exhaust through the pipe 377 passages275, 285 and exhaust port or passa e 257. The piston 378 is thus forced towar wire 396 swings the free 'end of the vertical A'rudder 35 towards the right to turn the aileron 41 is simultaneously raised to bank the aeroplane vfor turning towards the left ing the transversereference contact 94 rearwardly, `andthe free en d of the horizontal rudder 38 is` pulled downwardly thus turn ing the aeroplane downwardly as hereinbefore described.

s the left, and by means of4 and the freeend of the vertical rudder is turned towards the left to turn the aeroplane laterally towards the left. 4

When the aero ane is being selectively Aor 266 and annular recess 250 to permit the steered laterally t rou h the action of the 5;) vertical rudder 35 an as just described, the automatic control of the vertical rudder b the azimuth gyrothe ailerons 40, 41

scope is temporari y discontinued auto-- matically by the admissionof compressed air from the source 199 through the pipe 202, annular recess 251 longitudinal recess y270 or 269, passage 271 and pipe 410 to the oscope which disconnects the arm im 4the roscope as hereinbefore described.

Also, w en the aeroplane is being' selectively steered laterally, both ends of the j cylinder 318 are automatically opened to exhaust through the pipes 330. and 331 longitudinal recess 277 and 279 and exhaust'4 ports 283 and 284 respectively, thus permitbilizer 50 as herein tin the horizontal rudder 38 to be con- When it is desired to rotate ltheaeroplane about a horizontal axis so as to direct the aeroplane upwardly from a given path 'and'A in a predetermined plane, the rotary valve 200 .is rotated into its sixth position (not 4 shown), degrees in advance of its third. position, shown in Fig. 12, and by a rocess the reverse rof the one just describe when the valve is in this position the free endv of thehorizontal rudder 38'willv be moved upwardly to turn the aeroplane upwardl -When the -aero lane is being selectiveij1 steered vertically by the action of the horizontal rudder 38 as just described, the pneu-- matic clutch of the azimuth oscope 55 is in communication with the ex aust port 255 through the pipe 410 longitudinal recess 268 azimuth -gyroscope to control the vertical rudder 35 automatically as hereinbefore described. Also, when the aeroplane is being selectively steered vertically both ends of the c linder 350 are open to .exhaust A'through t e `pipes 365' and 367, longitudinal recesses 291 and 288 or.288 and 291, annularrecess 254 and exhaust port 259, to'permit of the centralization of the longitudinal reference contact 102 and the automatic stabilizing of A' the aeroplane ,about its longitudinal axis.,

by the roscopic stabilizer 50 acting through t e ailerons 40 and 41 as hereinfbefore described.V v

It is also to be noted that in the selective tro led automaticall by the gyroscopic sta-v fore described. In selectively controlling the aeroplane,

' when it is desired to rotate theaeroplane about a transverse horizontal axis so as to directthe aeroplanev downwardly lfrom a.-

given path andin a predetermined plane in response to the actionof the horizontal rudder 38, the rotary valve is rotated'into a position, shown inY Fig. 12, which may be called the third position. When the valve is in its third osition, .compressed air is admitted from t e source 199 through the pipe 202 passage 256 annular recess 251'1on- .gitudinal recess 272 transverse passage 274 Vand pipe 330 to the-right hand end-.of the. eft hand end ofthe cylinder 318 is open to exhaust through'the pipe 331 passages 276 and 285 annular ascylinder 318; and the sage 252- and exhaust port or `p 7.

f predetermined. .y

.transverse and` ongitudinal reference contacts 94'and 102l -foredescribedg control of the aeroplane vertically or about a transverse horizontal axis through the action of the horizontal rudder 38, and in the selective control of the aeroplane about its longitudinal axis through the action of the ailerons 40, 41, the horizontal rudder `and the ailerons are through theaction of the gyroscopic stabilizer 50 to rotate the 'aeroplane through a predetermined angle about and into a prev espect to the determined position with r ,transverse horizontal axis, and to rotate the aeroplane through a predetermined a vle separately vcontrolled ns about, and into a predetermined position with respect to its longitudinal axis, and to stabilize the aeroplanein each of those positions, thelanle of rotation and the resultant stabilize osition in each case being selectively positioning the respectively as hereinbe- In the; aeroplane ".spleetivelyl roo rotary valve 200 may be rotated so quickly from any given position through one or more intermediate positions to a second given position that no appreciable ellect is produced upon the control or movement of the aeroplane as the valve passes through the intermediate position or positions. It is therefore possible to selectively control the movement of the aeroplane laterally and about its longitudinal axis, or vertically as hereinbefore described.

Although only a single forni has been described in which this invention may be einbodied, it is to be understood that the invention is not limited to any specific construction but may be applied in various forms to be controlled from a distance either by electromagnetic or Hertzian Waves as hereinbefore described' or by light Waves, sound Waves, or any other form of ener without departing from the spirit of t e invention or ithe scope of the appended claims.

Having thus fully described this invention, I claim and desire to protect by Letters Patent of the United States:

1. The combination with a dirigible body of steering means carried thereby for steer' ing said body laterally in either direction, stablilizing means cooperating with lsaid steering means and automatically operative to maintain said body upon a given course, means for tilting said body in either direction upon an axis extending longitudinally of said body, stabilizing means cooperating with said tilting means and automatically operative independently of said first mentioned stabilizing means to stabilize said body with respect to said axis, and means including a fluid distributing valve which is operative to modify the action of said first mentioned ,stabilizing means and the action of said second mentioned stabilizing means and steer said body laterally in either direction and through any desired angle and to simultaneously tilt said body either in one direction or in an opposite direction about said axis depending upon thelateral movement of said body.

2. A system for controlling an air craft at a distance by radiant energy including in combination, an air craft having movable balancing means, fluid pressure means to move said balancing means, a controller governing the action of said fluid pressure means, and means responsive to radiant energy to modify the action of said controller relative to said fluid pressure means.

3. The combination with a dirigible body having movable balancin means for balancing the body in a natura medium and fluid pressure means to move said balancing means, of stabilizin means to control the action of said llui pressure means, and

means responsive to radiant energy for modifying the action of said stabilizing means relative to said fluid pressure means.

4. A system for controlling a dirigible body at a distance by radiant energy, including in combination a bod arranged to float in a natural medium an having movable balancing means, fluid pressure means to move said balancing means, a controller governing the action of said fluid pressure means, and means responsive to radiant ener to modify the action of said controller re ative to said fluid pressure means.

5. The combination with a diri 'ble body having means for rotating saidg1 body in either direction about its longitudinal axis or line of direction, and fluid pressure means to move said rotating means, of stabilizin means to control the action of said Hui pressure means, and means responsive to radiant energy for modifying the action of said stabilizing means relative to said fluid pressure means.

6. A system for controlling a dirigible body at a distance by radiant energy, including in combination a body arranged to float in a natural medium and havin means for rotating said body in either direction around its longitudinal axis or line of direction, fluid pressure means to move said rotating means, a controller governing the action of said Huid pressure means, and means responsive to radiant energy to modiy the action of said controller relative to said fluid pressure means.

7. A system for controlling a dirigible body at a distance by radiant energy including in combination a body arranged tot float in a natural medium and having movable balancing means for balancing said body with respect to its longitudinal axis, fluid pressure means to move said balancing means, stabilizing means arranged to cooperate automatically with said movable balancing means to oppose any turning of the body around said axis, and means responsive to radiant energy from a distance to modify the action of said stabilizing means upon said movable balancing means.

8. A system for controlling a movable body of radiant energy including in combination a movable body having balancing means for determining the position of the body with respect to its longitudinal axis, fluid pressure means to move the balancin means, a controller cooperating with said balancing means to maintain the body in equilibrium with respect to said axis, and means responsive to radiant energy to modify the action of said controller upon said balancing means.

9. The combination with a movable bod of movable balancing means therefor, fluid pressure means to move said balancing means, a controller automatically cooperat with said balancing means and said fluid pressure `means to maintain the body in equilibrium with respect to an axis extending substantially longitudinally of said body, and means lresponsive to radiant v energy to modify the action of said conto an axis extending substantially longitudinally thereof, Huid pressure means-to actuate said tilting means, a controller cooperating therewith y for normally maintaining sa' body in equilibrium with respect to said axis, 15.

anclmeans responsive to radiant enery vary thev action of said controller wit re-" f spect to 'said tilting means.

Signed" at New York 1n the county of New York and State of Newv Yorkthis 26th day of May A. D., 1915. 4 Y JOHN HAYS HAlifMOND, JR. 

